Method of supplying the fuel component to internal combustion engines



LOZOJOO A. MOORE Sem., 5y E@ METHOD OF SUPPLYING THE FUEL COMPONENT TO ITERNAL COMBUSTION ENGINES Filed Jan. 9, 1928 :Ex vliz/11504.

i ATTORNEY@ Patented Sept., 5, i933 METHOD OIF SUPPLYIING THE )FUEL COM- ]PNIENT 'llifb XNEERNAH.. COUSTIIN )ENGINES Application .Uanuary 9,

33 Ciairns.

My invention relates to improvements in meth-- ods of supplying the fuel component to internal combustion engines, and the same has for its object more particularly to provide a novel meth- 5 od which results in a more emcient and economintroducedA into the air stream to the engine in a nely divided state so that both the heavier and lighter constituents vof vvsaid fuel are more readily evaporated and retained in suspension by said air stream, even at the lower velocities and temperatures thereof, whereby to obviate the use of excessive Yamounts of fuel and loading of 2u `the manifold or intake conduit at certain periods of operation in order to satisfy the'requirements for fuel throughout the operating range of the engine.

Further, said invention has for its object to provide a method which results in the efficient and economical delivering of fuel to the engine continuously throughout the operating range thereof.

yFurther, said invention has for its object to provide a method in which the main supply of fuel delivered to the engine at the lower speeds or fractional loads by the inductive effects there2 of is metered to obviate the usual delivery of fuel in excess heretofore necessary in order to insure -the provision of ample fuel supply under full load or power conditions of operation, and in which the additional fuel required under the latter conditions ofoperation is supplied as auxl-iary or compensating fuel delivered without 40 dependence upon said inductive effects.

Further, said invention has for its object to provide a method which, results inthe mechanical disintegration of the main fuel and the delivery thereof in a finely divided'state to the engine without unduly affecting the fuel metering characteristics.

Further, said invention has for its object to provide a method in which the jet of fuel well beyond the `point of issuance thereof is subjected to a cross stream of a duid under pressure for effecting the disintegration of the fuel, without exerting an appreciable ejector action thereon Further, said invention has for its objectto providey a method in which the jet of fuel is subjected to the action of a uid under pressure 11.928.y Serial No. 245,332

(Cil. )12S- 132) controlled in accordance with the engine speed and load so as not to unduly affect the fuel metering characteristicsf i Further, said invention has for its object to provide a method which effects the delivery of fuel charges to the engine for supplementing the main fuel charge by the action of a fluid under pressure thereon without dependence upon the inductive effects of the engine.

Further, said invention has for its object to provide a method in which supplementary fuel in a finely divided state is supplied economically without dependence upon the inductive effects of the engine including air velocity, and without the use of the usual choke, whereby to effect substantially instantaneous starting and acceleration.

Further, said invention has for its object to provide a method in which the supplementing or auxiliary fuel is supplied to the engine by the action of cylinder gases under pressure.

Further, said invention has for its object to provide a method in which both the main fuel charge and the auxiliary fuel charges, when the same are being supplied, are subjected simultaneously to the action of a fluid under pressure for the purpose of effecting the disintegration thereof.

Further, said invention has for its object to provide a method which results in the subjection of the mainvfuel jet to the action of a force slightly supplementing the inductive effects of the engine thereon and rendering the fuel substantially instantaneously responsive to said inductive effects.

Further, said invention has for its object to provide a method which renders the main fuel supply substantially instantaneously responsive to the inductive effects'of the engine and simultaneousiy effects the disintegration thereof.

Further, said invention has for its object to provide a `method in which the air stream drawn towards the engine by the inductive effects thereof is constricted in its passage about the point of introduction of the main fuel and 'subjected thereat to the ejector action of a stream of uid under pressure without directly subjecting said fuel to the relatively greater ejector action of said stream of iiuid so that the ejector effect of the stream of fiuid transmitted to the air stream produces an increase in the ejector effect of the air stream on the'fuel jet of less intensity however than the ejector effect of the stream of fluid were the same to act directly on said jet, whereby to render the fuel, because of the augmented ejector effect of the air stream thereon, sensitive in responding to the inductive effects of the engine without unduly affecting the fuel metering characteristics. f

Other objects will in part be obvious, and in part be pointed out hereinafter.

To the attainment of the aforesaid objects and ends, my invention consists in the successive steps constituting the method as hereinafter more fully described and then pointed out in the claims.

In the drawing, the gure illustrates a view,- partly in section and partly diagrammatical, of one of the various forms of apparatus which is or may be employed in performing thev method of my said invention.

In order that the essential steps of my method may be better understood, the apparatus therefor is now described. Referring to the drawing, the engine 10 having the combustion chamber 12 is to be supplied with fuel and air through the carburetor 14. This includes a bowl or receptacle 16 for the fuel, .which is maintained at a constant'level by the action of a float 18 controlling the admission of fuel from the usual main source of supply. Air is admitted through the passage 20 leading to the intake conduit 22 which is controlled by the usual throttle valve 24. A large primary venturi 26-is disposed in the passage 20 and a smaller secondary venturi 28 is disposed below the same. The main fuel jet 30 communicating with the interior of the bowl 16 has a tip 32 extending into the secondary venturi 28 adjacent to the constricted portion thereof. The tip 32 is disposed above the level of the fuel in the bowl 16, so that fuel will not issue from the jet 30 when the engine is not in operation and when the throttle 24 is closed. 'When the engine is idling, fuel is supplied through the idling orifice 34 controlled by the manually adjustable valve 36v and in communication through the passage 38 with the bowl 16.

A conical bushing 40 is secured by screws 42 within a correspondingly shaped opening 44 in the base of the carburetor at one side of the jet 30. A tubular nozzle 46 for the fluid under pressure is slidably disposed within the bushing 40 and is secured in adjusted position therein by the set screw 48. The lower end of the nozzle 46 terminates in a shank having a lateral inlet 50 thereto and a threaded opening 52 at the bottom thereof receiving another bushing 54. An inner nozzle 56 for supplementing fuel is slidably disposed within the bushing 54 and is secured therein in fluid tight relation with the outer nozzle 46 by means of the gland nut 58. Thisconstruction permits of the adjustment of the tips of the nozzles 46 and 56 relatively to each other and relatively to the tip 32 of the main jet 30. f

'I'he nozzles 46 and 56 are disposed at an acute angle to the jet 30 and substantially on a line with the upper opening past the throttle 24 when the same is cracked, The tip 60 of the nozzle 46 is disposed slightly beyond the tip 62 of the inner nozzle 56 and also beyond the tip 32 of the main jet 30 and within the secondary venturi 28.

Auxiliary or supplementing fuel is supplied to the lower end of the nozzle 56 through the tubular member or conduit 64 extending upwardly above the bowl 16 and connected through bushings or nipples 66 or the like with the tubular member 68 extending downwardly into the fuel within the bowl 16. A valve 'I0 controls the passage of fuel through the conduits 68 and 64 as hereinafter described.

For the purpose of forcibly effecting the delivery of supplementing fuel to the intake conduit without dependence upon the inductive eiects of the engine, the fuel delivered through the nozzle 56 is subjected to the ejector action of a suitable fluid under pressure delivered through nozzle 46. Preferably, I utilize therefor the cylinder gases under relatively high pressure obtained from the combustionchamber 12. .These cylinder gases comprise compressed unconsurned fuel, air and products of combustion present within the combustion chamber 12 between the valves and the piston, and the same are not to be confused with the exhaust gases escaping from the exhaust manifold, which are at a relatively lower pressure. For supplying the cylinder gases to the nozzle 46 the engine head above one or more of the engine cylinders is provided with a passage or passages 72. Secured in the outer end of the passage or opening 72 is a nipple 74 on which is threaded a valve casing or pressure element 76 having heat radiating vanes 78. The casing 76 has a relatively4 constricted passage 80 communicating with the passage 72 and relatively enlarged extension thereof 82. A 45 degree or conical valve seat 84 disposed within the lower portion of the extension 82 receives a spherical valve or ball 86 adapted to close upon the suction stroke and to open when the pressure in the cylinder exceeds the pressure at the opposite side of the ball 86. A threaded plug 88 closes the upper end of the extension passage 82. The plug 88 is provided with a downwardly projecting pin or stop 90 which, .upon adjustment of the plug 88, serves to control the amount of playV or movement of the valve 86. A sleeve 92 is slidably disposed about the pin 90 and is provided with a 45 degree or conical recess 93 at the lower end thereof adapted to engage the ball 86 to retain the same in place concentrically with the seat 84. The members 86, 88 and 90 are preferably made of heat resisting material, such as silcrome #l steel.

The casing 76 beyond the valve 86 has an outlet 94 in which is secured one end of a tubular conduit 96 communicating at the opposite end thereof with one end of a pressure chamber or receptacle 98. The receiver or receptacle 98 serves to dampen the pulsations from the engine cylinder or cylinders due to the alternate suction and pressure strokes of the pistons, providing a bell for the storage of the cylinder gases under pressure. The receiver also serves to separate the water vapor, free lcarbon and other undesirable constituents of the cylinder gases from the desirable constituents thereof. The gases yentering the receiver 94 expand and such undesirable constituents are deposited therein. The receiver 498 is disposed at an inclination and is provided at the lower end thereof with a drain plug 100 closing an opening through which the contents may be drained. The puriecl cylinder gases escape from the opposite end of the receiver 98 through a tubular member 102 projecting centrally into the receiver 98, and preferably having the inner end 104 thereof directed away from the inlet to said receiver so that the delivery thereto of said impurities or undesirable matter 1 present in the gases entering the receiver 98 is l largely prevented. The member 102 is connected through the tubular portions or members 106 and bushings or nipples 108 with the inlet oriilce 50 of the tubular nozzle 46. The delivery of gases to the nozzle 46 is controlled by the valve 110, which, as hereinafter described, serves to control the quantity of the gases being delivered in accordance with or in proportion to the engine speeds and loads.

The needle valves and 110 are preferably controlled or actuated adjunctively with the operation of the throttle 24. For this purpose the Valve controlling cam members 112 and r114 may be connected to the throttle to be actuated thereby in directions as indicated by the arrows, upon the movement of the throttle.

The cam 112 for actuatingthe valve 110 to control the passage of the gaseous or fluid medium engages a bell crank lever 116 pivoted at 118. The short arm 120 of the lever 116 rides in a slot 122 in the stem 124 of the needle valve 110, and, as the throttle is progressively opened, the arm 12() engaging the abutment 126 opens the valve 11G to vary the quantity of the cylinder gases in accordance with the throttle opening, i. e., in accordance with the engine speed and load.

The cam 114 for actuating the valve 'l0 to control the admission of supplementary or auxiliary fuel is provided on the periphery thereof with a nib 128 which is rendered momentarily operative upon the cracking of the throttle. A pendulous member or yoke 132 pivoted at the upper end thereof as indicated at 134, to a suitable support, is provided with a vertical slot 136 in which the roller or cylindrical member 138 rides, the latter being disposed in the path of the nib 128.

The lower end of the pendulous member 132 has a link 140 pivoted thereto at 142v and having a slot' or fork 144 at the outer end thereof embracing the upper end of the lever or arm 146 pivoted at the lower end thereof as indicated at 148. The lever 146 is pivotally connected at 150 to the outer end` of the stem 152 of the valve 70 and also extends through a slot 154 of the stem 124 of said valve 110. The valves 70 and 110 are maintained in closed position by the action of the springs 156 and 158, the spring tension of the pressure controlling valve 110 being greater than the spring tension on the valve 70. Preferably, the cam 112 is relatively adjustable on its shaft so that the cams 11,2 and 114 when actuated coordinate to control the valves according to the conditions.

l The operation of the valve 'controlling mechanism is as follows:

Upon the opening of the throttle 24, and continuously throughout the opening movement thereof, the cam 112 moves to control the valve 110 to vary the size of the valve opening andA therefore to vary accordingly the kinetic energy of the gases passing therethrough. Upon the return movement of the throttle the valve 110 closes at the same rate. Upon the initial opening of the throttle the nib 128 engages the roller 138 and swings the yoke 132 and arm 146 .outwardly to momentarily v'open the valve 70.

This movement also causes the arm 146 to simultaneously engage the stern 124 of .the valve 11@ to momentarily impart a further opening movenient thereto which is greater than the open lposition of said valve 110 due to the action of movement of the throttle or movement of the cam 114 in the reverse direction, the roller 138 yields so as not to cause the actuation of the pendulous yoke 132 which insures that the roller 138 will return to the lower end of the slot 136 after the nib 128 disengages the same during the return or closing movement of the throttle. At a wide throttle opening the cam 112 retracts the valve 110 suiiciently to cause the stem 124 thereof to engage the arm 146 to open the valve 70 and again inject supplemental fuel into the engine, all as more fully hereinafter described.

With the usual carburetor air velocity is depended upon for lifting the fuel from the main jet and for carrying and distributing the fuel to the several engine cylinders. Expedients, such as compensating devices, are usually provided i therein intended to supply vthe fuel required under varying load and speed conditions. Further, such carburetors are usually calibrated or adjusted to supply enough fuel for Amaximum engine torque requirements by providing a relatively` large fuel delivering passage through the main fuel jet which results in an excess of fuel being supplied at the lower, speeds and loads at the expense of economy. l

In ordinary practice liquid fuel is metered in rather heavy proportions compared to the theoretical requirement for complete combustion because -the heavier constituents ofthe fuel are difficult to vaporize and an excess of fuel rnust be supplied so that an adequate part thereof may be delivered to the cylinders. The heavy particles fall out of the air stream and deposit upon the walls of the intake conduit, forming poolsn It is also characteristic of the ordinary internal combustion engine that, while it can be operated with fair eiiiciency at sustained high or low speeds, transition from low to high speed is accompanied by fuel impoverishment and ternporary poor operation. This is especially objectionable in automobile engines, in which rapid acceleration" is required. It is not until the engine speed and the velocity of incoming air increase considerably or become constant that this condition is overcome and the fuel is adequately conveyed by the air to properly charge the engine cylinders, and while the desired acceleration is ultimately obtained, itis obtained only after considerable initial delay or hesitation because of fuel impoverishment during such periods of acceleration. This condition can exist to quite a considerable extent even if the carburetor contains provision for delivering an extra stream of fuel at or near the carburetor throat upon opening'the throttle for acceleration, as the air supplied, irrespective of the ve- 7 locity thereof,` will temporarily run ahead of the extra fuel supply, which is usually discharged into the air stream nut alittle distance from the discharge orifice and which is largelyy precipitated before reaching the cylinders.

1f, upon acceleration, the initial engine speed is iow`, the air velocity pastxthe main fuel iet rn.r y be insuiiicient to lift the fuel, and the mixture will be impoverished for this reason, thus t; requiring supplementary fuel to increase thefd@ Al O fuel component of the engine charge and get quick acceleration without any ,stumbling of the engine. The opening of the throttle upon acceleration also causes the more fluent air to momentarily run ahead of the heavier fuel, resulting in temporary impoverishment of the mixture, at the higher engine speeds as well as at the lower speeds thereof, and this even though at the higher speeds the velocity of the air past the fuel jet is suficient to lift the fuel from the jet.

Further, engines which depend upon the wetting or loading of the manifold passages for supplying the additional fuel necessary during acceleration periods are also very unsatisfactory in operation because of the non-uniform distribution of fuel to the several cylinders resulting in enrichment of the mixture at the expense of economy and strangulation of certain of the cylinders.

It is therefore advantageous, in general, to supply supplementary fuel to the engine upon acceleration and to inject said fuel by the application of sufficient pressure thereon so that the same is effectively and instantaneously delivered to the engine cylinders without dependence upon the inductive effects of the engine, air velocity and the like.

My method obviates the foregoing deficiencies and defects by controlling the supply of fuel to the engine cylinders throughout the operating range ofthe engine, i. e. at all speeds and loads for the purpose of improving the operation o'f the engine and effecting an economy in the use of`fuel.

This result is obtained by (1) effecting the pressure delivery of supplementary or auxiliary fuel during the starting and accelerating periods without dependence upon the inductive effects of the engine, air velocity and the like; (2) subjecting the main fuel to the disintegrating effects of a fluid under pressure Without appreciably affecting the normal fuel metering characteristics, said fluid also preferably being employed for effecting the delivery and disintegration of the auxiliary fuel; (3) supplying main fuel and air at fractional loads by induction in proportions to produce a mixture for approximately maximum economy and supplying supplemental fuel to the air stream and main fuel at full load operation Without dependence upon induction to produce a mixture for approximately maximum power, and (4) priming the main fuel supply jet to render theqsame instantaneously responsive to the inductive effects of the engine.

The method of starting the engine is as follows: The throttle is slightly opened, which causes the nib 128 to open the valves '7G and 110, and thereupon the electric starter is operated to turn over the engine. The cylinder gases, under a pressure due to the movement of the pistons without firing the charge mixture, are transmitted through the nozzle 46 with the result that fuel is drawn from the bowl 16 by the ejector action of the fluid under pressure and forcibly ejected from the nozzle 56 in a finely divided state. This is accomplished without the use of ythe conventional choke, because high vacuum, obtained by the use of a choke in starting, is not required in my said method.

The finely dividedfuel thus ejected is driven by the force of the actuating fluid directly towards the opening in the throttle, and because of the force impressed thereon is driven towards and beyond the throttle saturating the airfenroute,

`at a high velocity and is ejected and at this period the intake depression being high the fuel is quickly transmitted to the engine: .cylinders in a mixture 'state for instantaneous combustion. Retaining the throttle in its initial starting position the delivery of the starting fuel will continue until the engine warms up, a condition indicated by the acquired speed, when the operator can return the throttle to idling position. While the engine is idling the required fuel is supplied through the idling orifice 34 in the usual manner.

Upon acceleration, the throttle opens and the nib 128 again actuates the mechanism for opening the valves '70 and 110 and simultaneously releases the fuel and the fluid under the maximum pressure available at this period, for supplying supplemental lfuel for the purposes stated above, i. e., to supply the additional fuel necessary during the transition from the use of the idling orifice to the use of the main fuel jet. The cylinder gases now under greatly increased pressure due to the increased engine speed and the explosions momentarily eject from the nozzle 56, as in starting, a puff of supplemental fuel in a very finely divided state. The driver at this period may actually pump successive charges or puffs of supplemental fuel into the engine by imparting a pulsating movement to the throttle, which causes the cam nib 128 to work over the roller 138. This results in more rapid acceleration if desired. Upon continued opening movement of the throttle or reverse movement thereof, valve closes to discontinue the supply of supplemental fuel. The foregoing method results in the instantaneous and momentary supply of supplemental fuel to the air stream upon opening oi the throttle for acceleration without dependence upon the inductive effects of the engine, i. e., induction by manifold depression, air velocity or other effects due to the operation of the engine.

The supplemental fuel, because of the action of the cylinder gases thereon, enters the air stream a considerable distance towards the engine cylinders and, because of the nely divided state thereof, both the lighter and heavier constituents thereof readily permeate and saturate the air stream, remain in suspension therein and are more readily evaporated by said air stream. The supplementing fuel therefore substantially instantaneously reaches the cylinders and lively and efficient acceleration results without the use of an excess of fuel at the expense of economy.

During the starting operation, gasoline is drawn from the float chamber 16 through pipes 68 and 64 and nozzle 56, substantially filling the same. When the va1ve70 closes, this gasoline is trapped in this line which is unvented, thus priming the same for instantaneous response upon renewed acceleratie`V After the "requirements for supplemental fuel are satisfied fthe main fuel jet 30 functions to supply the necessary fuel to the engine. This jet, as in the usual practice, is dependent upon the inductive effects of the engine above referred to for supplying the requisite fuel to the engine in quantities metered in accordance with the requirements of the engine at different speeds and loads, and is dependent for the metered supply of fuel variations of the pressure regions about the jet orifice. These variations in pressure are induced by the variations in the inductive effects of the engine resulting in the supplying of fuel in accordance with the engine requirements. I term herein this property of the isV ingenio fuel jet as the fuel metering characteristics thereof. The usual fuel jet functioning as aforesaid is constructed with an oriflce large enough to satisfy the requirements for fuel when the throttle is wide open and maximum engine power is demanded. This results in such prior arrangements in an excess of fuel being delivered through the orifice at partially open throttle positions and under conditions of operation requiring less power, said orice being too large for the latter condition of operation. It should also be remembered that the fuel, in the ordinary arrangements, must be delivered in excess throughout the operating range because the heavier constituents of the fuel are not as readily carried to the cylinders, and sufficient fuel must be supplied to compensate for losses enroute.

In my method I take a main fuel jet which has an orice of a size which meters the fuel effectively for the fractional loads rather than for full load or power operation, and I do not attempt to provide a fuel jet which meters elnciently and economically throughout the entire range of operation because that is impossible.

In my method I make the jet orifice 32 sufficiently small to deliver fuel by engine induction to the air stream metered to produce a mixture of air and fuel of approximately maximum economy, usually of the order of a 16 to 1 ratio, at the partially open positions of the throttle, i. e., when less engine power is demanded. The additional fuel required during full power demands or at wide open throttle position is supplied as hereinafter described by forcibly injecting supplemental fuel by the action of the cylinder gases v thereon into the engine in the same manner as upon starting and acceleration, whereby under the latter condition of operation supplying a maximum power mixture of air and fuel, usually of the order of l2 to l ratio.

By my invention the size of the fuel jet orifice 32 may be further reduced because the jet of fuel issuing therefrom is subjected to the action of a fluid under pressure to effect the disintegration thereof. The injected fuel attaining a finely divided state is more readily transferred to the engine cylinders and less is required to compensate for losses enroute. I

The disintegrating fluid for the main fuel is injected by the nozzle 46 and the passage thereof is controlled by the valve 110 actuated by the cam 112 through the operation of the throttle. 'lhe stream of fluid under pressure is directed towards the upper crack or opening past the throttle and intersects the stream of fuel at an acute angle and at a point in spaced relation to the point of issuanceor introduction thereof so as .not to unduly interfere with or affect the fuel metering characteristics of the fuel jet. When the throttle is nearly closed it is necessary to materially reduce the kinetic energy of the fluid stream to which the jet of fuel is subjected, even though the cylinder gas pressure available at the lower engine speeds is less than that available at the higher speeds. During light load operation, when the throttle is partially closed, the pressure below the same is slightly under atmospheric pressure and this difference in pressure could be readily aifected or varied by too much of the fluid, which would result in the upsetting of the fuel metering characteristics. Under power conditions of operation the pressure of the disintegrating fluid may be greater and may approach the maximum pressure available, because at such times the throttle is wide open and the disintegrating uid readily escapes therethrough instead of being retarded below the throttle, as when the same is partially closed, resulting in a building up of pressure below the throttle tending to affect the negative pressure region in the vicinity of the main fuel jet. Another advantage of reducing the effectiveness of the fluid stream when the throttle is nearly closed is that the particles of fuel are not so violently blown against the inner side of the throttle resulting in the precipitation of the particles, the pressure of the uid being sufficient to subdivide the fuel without subjecting the same to a too violent action within the enclosed s'pace below the throttle. The pres-1 sure of the cylinder gases available may also be controlled by adjustment of the play of the check valve 86 by means of the screw 88. Y

As the throttle lcontinues to open, the cam 112 opens the valve 110 proportionately until at the wider throttle openings, when more fuel and more eliiecient delivery' thereof is required, the uid stream under the' maximum pressure available is employed to effect the nest disintegration of the fuel and its delivery and distribution to the engine cylinders. that the stem 124 engages the arm 146 and opens the valve 70 to effect the ejection or delivery of a supplemental charge or puff of fuel from the nozzle 56 into admixture with the finely divided fuel, both the Vmain and auxiliary fuel being disintegrated by the iuid stream simultaneously.

The supplying of supplemental fuel at the wide open position of the throttle may be momentary for the purpose of supplying accelerationfueltemporarily and may be interrupted by a slight backward movement of the throttle to permit of the release of the valve 70, or same may continue throughout sustained maximum torque operation to supplement the deficiency in the delivery of fuel from the main jet and to provide with the main fuel and air stream a maximum power mixture.

fn my method the stream of fluid is employed primarily to effect the disintegration of the main fuel and not to supersede or supplement the inductive eects of the engine in lifting the fuel from the jet, and thereby unduly affecting the normal metering characteristics of the jet. The fluid stream intersects the jet of fuel at a point too remote from the jet orice to exert appreciable lifting action on the fuel.

l have discovered, however, that by constricting the passage of the air stream about the orifice of the fuel jet, as by the ,disposition of a secondary venturi 28 about the fuel jet and the tips of the nozzles e6 and 56. the fuel jet upon the injection of the uid stream, is rendered in-` stantaneously responsive to the inductive action of the engine without affecting the fuel metering characteristics. Apparently the ejector action of the fluid stream is transmitted to the constricted portion of the air stream within the venturi without directly subjecting the fuel to the relatively large ejector action of said stream of fluid. rlf'he ejector effect of the stream of fluid transmitted to the air stream produces an increase in the ejector effect of the air stream on the fuel jet, of less intensity however than the ejector effect of the fluid stream were the same to act directly on said'jet. The increase in the ejector effect of the air stream on the fuel jet is sufficient to prime the same, the level of the fuel being raised thereby substantially to the tip 32 from the normal level in the nozzle below said "tip, to .render the fuel instantaneously re- It is at this point sponsive to the inductive action of the engine as the throttle is opened.

My invention results in the economical use of fuel and in the more uniform distribution of the same to the engine in the proportions required under the various conditions of operation. This insures more perfect combustion and smoother engine operation. Less fu'el is required because both the lighter and heavier constituents thereof are finely divided and are more readily held in suspension in the air stream even at the lower velocities thereof and evaporated thereby at low temperatures, reducing precipitation and engine loading and insuring more uniform and better proportioned distribution to the engine cylinders at all speeds and loads and upon acceleration. The use of excessive heat is thus rendered unnecessary, thereby preventing the cracking of the fuel and improving the volumetric eiciency.

I claim:

1. The herein described method of supplying the fuel component to internal combustion engines which consists in introducing the main fuel y 'stream transversely of said jet to effect the disintegration thereof,` and, at a certain stage of engine operation, subjecting additional fuel by direct contact to the vejector action of said fluid stream for effecting thereby the delivery of said additional fuel in a finely divided state into the fuel and air stream to supplement the main fuel.

3. The herein described method of supplying Ythe fuel component to internal combustion engines which consists in introducing a stream of air and fuel into the engine by the inductive effects thereof, throttling the resulting fuel and air stream on the way to the engine cylinders,

whereby, due to difference in the inertia: of the air and volatile fuel, the fuel charge is leaned out during acceleration periods, and, at such times, subjecting supplemental fuel to the ejector action of a gas under pressure and effecting thereby the delivery of said supplemental fuel in a nely divided state to the main fuel and air stream.

4. The herein described method of supplying the fuel component to internal combustion engines which consists in introducing a stream of air and fuel into the engine by the inductive effects thereof, throttling the resulting fuel and air stream on the way to the engine cylinders, whereby, due to difference in the inerti of the air and volatile fuelf the fuel charge is leaned out during accelerating periods, and, at such times, subjecting supplemental fuel to the ejector action of cylinder gases under pressure and effecting thereby the delivery of successive puffs of supplemental fuel in a finely divided state to the main fuel Aand air stream.

5. The herein described method of supplying the fuel component to internal combustion engines which consists in taking at certain periods during the operation of the engine a fuel charge supplementing the main fuel charge and a gaseous medium under pressure, simultaneously controllingthe release of said supplementing fuel charge and said gaseous medium, subjecting the former to the ejector action of the latter, and effecting thereby the delivery of said supplementing charge ina finely divided state to the engine.

6. The herein described method of supplying the fuel component to internal combustion engines which consists in supplying a main fuel charge to the engine by the inductive effects thereof, and metering the same effectively for the fractional loads rather than for full load operation, effecting the disintegration of said fuel Without unduly affecting the metering characteristics thereof, and continuously throughout the operation at the higher speeds and loads forcibly injecting, without dependence upon said inductive effects, auxiliary fuel into the engine.

'1.-The herein described method of supplying the fuel component to internal combustion engines which consists in supplyinga main fuel charge to the engine by the inductive effects thereof, and metering the same effectively for the fractional loads rather than for full load operation, and during the operation under the latter conditions continuously injecting into the engine by pressure, without dependence `upon said inductive effects, auxiliary fuel in a nely divided state.

8. The herein described method of supplying the fuel component to internal combustion engines which consists in supplying a main fuel charge to the engine by the inductive effects thereof, and metering the same effectively for the fractional loads rather than for full'load, subjecting the jet of fuel being supplied to the action of a stream of fluid under pressure for effecting the disintegration of said fuel without unduly affecting the metering characteristics `thereof, and during the operation at full load continuously injecting auxiliary fuel into the engine in a finely divided state by subjecting said auxiliary fuel to the ejector action of said stream of uid` under pressure.

9. Theherein described method of supplying the fuel component to internal combustion engines which consists in supplyingv a main fuel charge to the engine by the inductive effects thereof, and metering the same effectively for the fractional loads ratherA than for full load, and momentarily, upon acceleration, and continuously, during the operation at the higher speeds and loads, forcibly injecting, without dependence upon said inductive effects, auxiliary fuel into the engine.

10. The herein described method of supplying the fuel component to internal combustion engines which consists in drawing the air stream towards the engine by the inductive effects thereof and constricting the passage thereof ladjacent to the -point of introduction of the fuel, inducing thereby a flow of fuel into said air stream, subjecting the constricted portion of the air stream to the ejector action of ka stream of iiuid under pressure for slightly increasing the ejector action of the air stream upon the fuel without subjecting the fuel to the relatively greater ejector action of said stream of fluid under pressure, and directing said stream of fluid across the induced jet of fuel beyond the point of issuance thereof to effect the disintegration of said fuel.

1l. The herein described method of supplying the fuel component to internal combustion eningenio i towards the engine by the inductive effects thereof in a finely divided state into said airl' stream for supplementing the induced fuel.

"12. The herein described method of supplying the fuel component to internal combustion engines which consists in drawing an air stream towards the engine by the Iinductive effects y thereof and relatively constricting the passage thereof about the point of introduction of fuel, inducing thereby a flow of fuel into said air stream, subjecting the air stream at the constricted portion thereof to the ejector action of a stream of a fluid under pressure for increasing the ejector action of said air stream upon said fuel and thereby facilitating the introduction of said fuel to the air stream, and controlling the ejector action of said fluid in accordance with the engine speed and load.

' 13. The herein described method of supplying the fuel component to internal combustion engines which consists in drawing an air stream towards the engine by the inductive effects thereof and constricting the passage thereof about the point of introduction of fuel, inducing r vthereby a flow of fuel, subjecting said air stream at theconstricted portion thereof to the ejector action of a stream of fluid under pressure and thereby slightly increasing the ejector action of said air stream upon said fuel without directly subjecting the latter to the relatively greater injector action of said stream of fluid under pressure, simultaneously directing said stream of fluid under pressure across the jet of induced fuel for effecting the disintegration thereof without unduly affecting the metering characteristics thereof, and controlling the pressure of said stream of fluid acting on said air stream and induced fuel jet in accordance with the engine speed and load.

lli. The herein described method of supplying the fuel component to internal combustion engines which consists in drawing an air stream towards the engine by the inductive effects thereof and constricting the passage thereof about the wpoint of introduction of fuel, inducing thereby a afecting the meteringcharacteristics thereof,

and controlling the pressure of said stream of fluid acting on said air stream and induced fuel jet in accordance with the engine speed and load, and, as required, effecting the delivery of additional fuel in a nely divided state by the ejector action thereon of said stream of fluid.

l5. The herein described method of supplying the fuel component to internal combustion engines" which'consists in drawing an air stream towards the engine by the inductive eifectsthere- Vof and constricting the passage thereof about the point of introduction of the main fuel, in-

ducing thereby a ow of fuel and metering the same effectively for the fractional Aloads rather than for full load, subjecting the air stream at the constricted portion thereof to the ejector action of a stream of uid under pressure for increasing the ejector action of said air stream upon said fuel without directly subjecting the fuel to the relatively greater ejector action of said stream of fluid under pressure, and thereby facilitating the introduction of thefuel without aifecting the metering characteristics thereof, and directing said stream of fluid under pressure across the introduced fuel stream for elf-ecting the disintegration thereof, and momentarily, upon acceleration, and continuously, during the operation at'the full load operation, subjecting auxiliary fuel to the ejector action of said stream of fluid under pressure for effecting the delivery of auxiliary fuel to the engine in a nely divided state and for supplementing the main fuel charge.

i6. The herein described method of supplying the fuel component to internal combustion engines which consists in introducing into the engine the main fuelv and air more efciently metered for part throttle openings than for the wide throttle openings and in proportions to produce a mixture of approximately maximum economy at* said part throttle openings, and, continuously during the operation at the Wide throttle openings, separately introducing supplementary fuelpinto the fuel and air stream to vary said proportions to produce a mixture for approximately maximum power. v

i7. The herein described method of supplying the fuel component to internal combustion engines which consists in introducing into the engine by the inductive effects thereof fuel and air in proportions to produce a mixture of approximately maximum economy, and then forcibly injecting, without dependence upon said inductive effects, additional fuel into the fuel and air stream to produce a mixture for approximately maximum power.

le. The herein described method of supplying the fuel component to internal combustion engines which consists in introducing at part throttle openings a stream of fuel and air in proportions productive of approximately maximum economy to the engine intake by induction, and at wider throttle openings introducing supplemenllf) tary fuel without dependence upon said induction to alter the fuel and air mixture ratio to produce a mixture for approximately maximum power.

lil. The herein described method of supplying the fuel component to internal combustion engines which consists in introducing at part throttle openings by the inductive effects of the en-v gine a stream of fuel and air having a maximum economy ratio, and at wider throttle openings introducing thereto supplementary fuel in a finely divided state by the ejector action of a stream of fluid under pressure thereon to produce a mixture of lesser ratio, and subjecting the jet of main fuel to the action of said stream of fluid for effecting `the disintegration thereof.

2d. The hereindescribed method of supplying the fuel component to internal combustion engines which consists in introducing the fuel into the air by engine induction, and subjecting the resulting fuel stream before appreciable dispersion thereof in the air to the action of a stream of gaseous duid under pressure directed across the lECv fuel stream beyond the point of introduction thereof and contiguous to but beyond the point where the gaseous fluid can exert direct entraining action on the fuel introduced, and effecting thereby atomization of the fuel and dispersion thereof through the air.

21. The hereindescribed method of supplying Vthe fuel component to internal combustion engines which consists in introducing the fuel into the air, and subjecting the resulting stream of fuel before appreciable dispersion thereof in the air to the action of a stream of gaseous fluid under pressure directed across the fuel stream at an acute angle thereto and contiguous to but beyond the point Where the gaseous fluid can exert a direct entraining action on the fuel introduced, and effecting thereby atomization of the fuel and d'ispersion thereof through the air.

22. The hereindescribed method of supplying the fuel component to internal combustion engines which consists in introducing the fuel into the air, and subjecting the resulting stream of fuel before appreciable dispersion thereof in the air to the action of a stream of gaseous fiuid under pressure introduced into the air at a point beyond the point of introduction of the fuel and directed across the fuel stream at an acute angle thereto and contiguous to but beyond the point Where the gaseous fluid can exert a direct entraining action on the fuel introduced, and effecting thereby atomization of the fuel and dispersion thereof i through the air.

23. The hereindescribed method of supplying the fuel component to internal combustion engines which consists in introducing the fuel into the air, and subjecting the resulting stream of fuel before appreciable dispersion thereof in the air to the action of a stream of gaseousA fiuid d1- rected in the same general direction as the fuel stream and intersecting the same at an acute angle contiguous to but beyond the point Where the gaseous fluid can exert a direct entraining action on the fuel introduced, and effecting thereby fuel atomization.

24. The hereindescribed method of supplying the fuel component to internal combustion engines which consists in introducing the fuel into the air at a point anterior to throttle, and subjecting the resulting fuel stream tothe action of a stream of gaseous fiuid directed towards the throttle edge and intersecting the fuel stream at an acute angle contiguous to but beyond the point Where the gaseous fluid can exert an entraining action on the fuel introduced, and effecting thereby atomization vof the fuel Without unduly affecting fuel metering characteristics.

25. The hereindescribed method of supplying the fuel component to internal combustion' en-l gines which yconsists in introducing the fuel into the air at the anterior side of the throttle by the inductive effects of the engine, subjecting the resulting fuel stream to the action of a gaseous fluid under pressure contiguous to but beyond the point Where the'fluid can exert an entraining action on the fuel, and controlling the passage of gaseous fluid discharged to vary the intensity thereof substantially directly with the throttle opening.

26. The hereindescribed method of supplying the fuel component to internal combustion engines which consists in introducing the fuel into the air by the inductive effects of the engine, subjecting the resulting fuel stream before appreciable dispersion thereof in the air to the atomizing action of a stream of gaseous fluid discharged across the fuel stream at an acute angle thereto beyond the point of introduction thereof and contiguous to but beyond the point where the gaseous fluid can exert a direct entraining action on the fuel introduced, and controlling the atomizing action of thel gaseous fluid in relation to the rate of fuel flow, whereby to effect fuel atomization Without appreciably affecting the fuel metering characteristics. y

27. The .hereindescribed method of supplying the fuel component to internal combustion engines which consists in introducing fuel into the air, subjecting the resulting fuel stream before appreciable dispersion thereof in the air to the actiony of a stream of gaseous fluid contiguous to but beyond the point Where the gaseous fluid can exert a direct entraining action onthe fuel introduced, the pressure of the gaseous fluid varying directly with the engine load and speed, and controlling the passage of said gaseous fluid adjunctively to throttling to' restrict the flow thereof as the supplyj of air is restricted by throttling.

28. The hereindesc'r'ibed method of supplying 'the fuelcomponent-to internal combustion engines which consists in introducing fuel into the air at the anterior side of the throttle, subjecting the resulting fuel stream to the action of a stream of gaseous fluid discharged into the air beyond the point of introduction of the fuel and in the same general direction and directed at an acute angle across said ,fuel stream contiguous to but beyond the point'where the gaseous fluid can exert a direct entraining action on the fuel introduced, and controlling the passage of said gaseous fluid adjunctively to throttling to reduce the quantity thereof discharged as the throttle closes.

29. The herein described method of supplying the fuel component to internal combustion engines which consists in introducing main fuel into the air' by engine induction, and, at times, introducing additional fuel into the air at a separate point by the action of a gaseous fiuid discharged into the air in inductive relation tothe discharge end of the line for additional fuel.

30. The hereindescribed method of supplying the fuel component to internal combustion engines which consists in introducing fuel into the air by engine induction, and upon acceleration, adjunctively to the control of the air, releasing additional fuel andV causing the same to be ele- Vated and discharged into the air at a separate point in a finely divided state by the discharge of a gaseous fluid into the air inA inductive relation tothe discharge end of the line for additional fuel.

'.31. 'Ihe hereindescribed method of supplying the fuel component to internal combustion engines which consists in introducing fuel into the air stream by engine induction, andl at times, adjunctively to the control of the air, releasing additional fuel and causing the same to be elevated and discharged in a finely divided state into the air at a separate point by the injector action of a gaseous fluid.

32. The hereindescribed method of supplying the fuel component to internal combustion engines which consists in introducing main fuel into the' air, and, at times, adjunctively to the control of air, causing additional fuel to be elevated and discharged into the air in a finely divided state by theinjector action of a gaseous fluid at the discharge end of the fuel.

33. The hereindescribed method of supplying the fuel component to internal combustion en- Legame gines which consists in introducing main fuel into the air steam, and, at a certain stage of engine operation, adjunctively to the control of air, fuel for supplementing the main fuel into the path of a gaseous stream discharging into the air passing to the cylinders and having a relatively higher velocity than said air, and subjecting the main and supplementing fuel to the blasting action of said gaseous stream for effecting comminution of the fuel and the dispersion thereof into the air.

34. The hereindescribed method of supplying the fuel component to internalv combustion engines which consists in inducing a flow of air and fuel to the engine cylinders, controlling the air supply to cause acceleration, whereupon, due to difference in the inertia: of the air and fuel, the fuel is leaned out, and, at such times, subjecting supplemental fuel to the ejector action of a gas under pressure and effecting thereby the delivery of said supplemental fuel in a nely divided state to the main fuel and air stream.

35. The hereindescribed method of supplying the fuel component to internal combustion engines which consists in introducing normal fuel into the air stream by engine induction, and, at times, during engine operation, positively introducing supplementary fuel Without entire reliance on the forces inducing the ioW of normal fuel While subjecting both the normal and supplementary fuel to a gaseous fluid comminuting blasting action for facilitating dispersion thereof into the air stream.

36. The hereindescribed method of supplying the fuel component to internal combustion engines which consists in inducing a flow of normal fuel into the air stream subject to the comminuting blasting action of a gaseous stream, and, at times during engine operation, inducing a iiow of supplementary fuel under an augmented flow inducing force and likewise subject to said blasting action.

37. The hereindescribed method of supplying the fuel component to internal combustion engines which consists in introducing normal fuel into the air stream subject to the comminuting effect of a gaseous stream, and, upon acceleration, introducing fuel under an augmented flow inducing force and subject to the comminuting action of said gaseous stream, and thereby curing deciencies in the normal fuel supply due to inertia lag.

38. The hereindescribed method of supplying the fuel component to internal combustion engines which comprises introducing into the air stream main fuel, and, at a certain stage of engine operation, fuel for supplementing the main fuel, and subjecting both the main and supplementing fuel to the action of an auxiliary stream of gaseous fluid for effecting the comminution of said fuel to facilitate dispersion thereof into the air stream.

ARLINGTON MOORE,

aiy

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